FAQ

Check out the below FAQs that have been submitted by residents of both Kentucky and Ohio. Have a question and don't see it here? Submit it here and we'll get back to you.

General Questions

What properties will be affected by the construction project and what is the current status?

Below are tables containing the current list of real estate and acquisition impacts in both Ohio and Kentucky. Both residential and business impacts are included. The State of Ohio acquisition process is currently underway. The State of Kentucky has not begun the acquisition process yet. Both lists are up to date and accurately reflect potential acquisitions based on the alternative developed during the environmental process, but should not be considered final. The project team will be performing an analysis of the project to determine potential cost savings and the results of that study could change the number of acquisitions required. If impacts and acquisitions change as a result of the cost savings study or for any other reason the lists will be updated accordingly.

A contact in Kentucky will be supplied once the real estate acquisition process begins in Kentucky. For now, the table provided is the best and most current source.

Why wouldn't this corridor be rebuilt entirely using federal or state funds?

State and federal funding is an important component of the financial plan, but they won't be enough. Public sources of funding whether federal or state simply will not be enough to cover the cost of the project at this point in time.

How will the project be paid for?

The two states plan to use traditional state and federal funds in combination with a low-interest federal loan and tolls on those who use the new and refurbished existing crossings. Depending on the exact project delivery method, private financing could also be used up front to fast-track the project. That kind of arrangement is known as a public-private partnership (P3). Fast-tracking can ultimately save millions of dollars because delay invites inflation and escalating construction costs. Final decisions regarding funding will be made by KYTC and ODOT.

Why is it important to move forward now?

There is a cost to waiting. In addition to the $75 million to $85 million in added cost every year due to inflation, there is also the fact that the corridor is dangerous for the more than 160,000 drivers every day. The existing corridor has an accident rate that is 3 to 5 times higher than the rest of the Ohio and Kentucky interstate systems, and 650 calls for help are made by motorists stranded in the corridor each year. Congestion in the corridor costs 3.6 million hours of delay and waste 1.6 million gallons of fuel annually sitting in traffic. And by waiting, we are missing out on the jobs and economic development the project will bring.

What about building a cross-county highway through Northern Kentucky instead?

Ultimately, such a roadway would not have enough of an impact to make the Brent Spence Bridge Corridor rehabilitation unnecessary. Even with the potential traffic diversion from I-71/I-75, the bridge would still be over capacity, and the bridge's safety and visibility concerns would still need to be addressed.

With all the trucks that use the Brent Spence Bridge Corridor and contribute to the congestion, wear and tear, why not just route all truck traffic around I-275?

A truck ban was instituted on the Brent Spence Bridge and the I-75/71 corridor inside the I-275 loop from 1986 through 1992. The truck ban did not reduce overall crashes in the region, and only resulted in moving the crashes and congestion to other corridors. Also, trucks conducting business, such as deliveries, within the corridor would still need access to the roadway to facilitate the movement of their goods. The removal of trucks is not a prudent solution because it does not address the many safety problems of the bridge such as lane width, lack of shoulders, and number of lanes needed for traffic volumes.

Is there concern over the bridge's safety?

The bridge is structurally sound, but it is functionally obsolete. Approximately 160,000 motor vehicles cross the bridge daily, which is more than twice its intended capacity. In addition, in 1986 the bridge was updated to add a fourth lane to the driving deck by eliminating the shoulders and narrowing lanes. Still, even with the additional lanes the bridge does not meet current traffic demands and significant safety concerns related to accidents and limited driver visibility still exist.

Will the old bridge be open during the building process?

The existing bridge will be open during the construction process. The plan is to build the new bridge right next to the existing structure, directly to the west. Once the new bridge has been built, new traffic patterns will be established to help motorists navigate dedicated local and through-traffic lanes. The existing bridge will be refurbished and will continue to be used.

Will current highway exits be affected?

When the engineering team presented initial plans to the public, we received strong feedback that current exits should remain intact. As a result, we modified the designs and traffic patterns to maintain exits to Covington and its surrounding Northern Kentucky neighborhoods. While some exits will be reconfigured - such as the exit to the Western Hills Viaduct and Hopple - all will remain intact. In addition, the new traffic configuration will add new exits to serve downtown and the surrounding communities in Cincinnati and Covington, making it even easier for motorists to travel between states.

Why isn't transit being considered instead of a new $2.6 billion bridge?

The Brent Spence Bridge Corridor project does not preclude future transit projects as identified in the regional transit studies and plan. However, there are issues and deficiencies within the Brent Spence Corridor that need to be addressed through highway improvements. Some examples are:

The current Brent Spence Bridge and the approach roads do not meet current design standards. There are no shoulders on the bridge, the lanes are narrow, and many of the ramps are insufficient.

Approximately 47% of the current trips within the corridor start and/or end outside of the Cincinnati/Northern Kentucky region, and transit is not a viable option for these trips.

The corridor is a very heavily traveled freight corridor, and a high percentage of the traffic are trucks using the corridor to move goods to and from the market. These trips remain regardless of the transit system in place.

What about a new bypass of greater Cincinnati connecting the Dayton area to Northern Kentucky?

The BSB project is approximately 8 miles long at a cost of $2.6 billion. A much longer route on new alignment would be more expensive than BSB.

A bypass of this magnitude would have substantial environmental impacts. The BSB corridor project minimizes environmental impacts by constructing in an existing highway corridor.

Only a limited portion of traffic would utilize a bypass which would result in substantial traffic remaining on the Brent Spence Bridge. More traffic than it was originally designed to carry.

The BSB corridor has existing safety and geometric deficiencies that remain even if a bypass would be constructed.

The existing BSB along with other structures and the existing pavement will need to be rehabilitated and/or replaced in the future. These costs remain even if a bypass is constructed.

A project of this magnitude could not be funded by state and federal allocations received by Ohio and Kentucky. Therefore, a bypass would also likely have to be tolled.

About Tolling

Tolls are necessary because there is not enough state or federal funding for the project and won't be for decades. The need is too great to wait, and a financial plan that includes tolling is the only way the project can move forward.

Won't tolls cause more delays?

Today's technology, already in use in other states like North Carolina and Texas, provides for all electronic tolling, which means no one has to stop or even slow down to drive through the tolling area.

Won't people just divert to other routes to avoid tolls?

Yes, a certain amount of diversion is anticipated when the tolling is implemented. In fact, the financing plan takes diversion into account. It's important to remember, though, that the new, tolled corridor will dramatically improve traffic flow on I-75/I-71.

How much will tolls cost? And will they increase?

Toll rates haven't been determined at this time but Kentucky and Ohio are seeking to establish a toll rate that is fair and affordable, maximizes the vehicles using the corridor and minimizes diversion. A range of tolls are being evaluated, including a frequent user discount and a premium for vehicles requiring video tolling. It is typical of other toll projects to have small, periodic increases to keep up with inflation, but no decision on increases have been made.

Will semis have to pay a larger toll?

Yes. Semis produce more wear and tear on a roadway, so it is customary for their toll rates to be higher.

How do you pay a toll if there are no toll booths?

The best option is to buy a transponder, which fits in the vehicle and communicates with the electronic tolling booth. The toll amount is deducted with each use.

How do you pay a toll if you don't have a transponder?

A camera takes a picture of the vehicle's license plate, and an invoice is sent to the car's registered owner. This is called "video capture".

Will the tolling technology installed on the Brent Spence Bridge complement tolling methods used in other parts of the country?

The BSB project will implement toll technology that is compliant with the MAP-21 National Interoperability requirements, which will require transponder readers that can read multiple protocols, including the protocol that will be designated as the national interoperability protocol. These multiple protocol readers ensure compatibility with other tolled facilities across the country. The toll technology being planned for implementation will be the most advanced technology available, which will allow the effective and efficient collection of tolls at highway speeds.

About P3s

What is a public-private partnership, and why is it needed for the Brent Spence Bridge?

A public-private partnership, or P3, refers to a government business venture that uses a combination of local, state and/or federal funds and investments by one or more private companies. In the case of the Brent Spence Bridge Corridor project, a P3 would bridge the gap between the overall project costs and available state and federal funds available.

Will the private entity be required to set aside deferred maintenance costs for the bridge as a result of the partnership?

The private sector will be held to certain operating standards by the concession agreement. They'll be subject to annual inspections and certifications, and they must guarantee that the facility is handed back in proper condition at the end of the term.

I heard public-private partnerships can be done without tolling. Is this true?

Yes. It is possible to design, build, operate and maintain a P3 transaction with or without tolling. The industry refers to this as an "availability payment transaction" - essentially, a loan from a private company to the public entity that the state pays back over a period of time. In this scenario, the public sector allows a private entity to finance, design, construct, operate, and maintain the project over a 35 to 50 year term. In return, the public entity provides availability payments that are subject to deduction based on the private company meeting performance requirements and maintaining availability of the travel lanes. However, availability payment transactions still require a source of funding for repayment. The availability payment structure without tolls being a component of the repayment would not provide a financial plan that could deliver the Brent Spence Bridge Corridor project.

Business and Community Concerns

How will local businesses be impacted?

The final design of the Brent Spence Bridge Corridor project preserves access to 5th Street in Covington. The 12th Street exit will be rerouted. In general, refurbishment of the entire corridor will increase the connectivity to and capacity of the entire region. These improvements make it easier for people to visit the businesses on either side of the river and provide better, safer and more efficient access in and around the corridor with the ultimate goal being to improve the overall business climate.

How will the new corridor be configured to improve safety?

The existing bridge will be rehabilitated and restriped to allow for emergency shoulders and increased visibility. The new bridge in conjunction with the old bridge will increase the capacity and allow for unimpeded traffic crossing the river. Traffic that is entering and exiting the freeway in and around the bridge will be separated from thru-traffic, which will help reduce congestion and stop-and-go traffic that contribute to accidents.

Will any historic sites or areas be affected?

There are two sites on the National Register of Historic Places that would be impacted by the construction process: the Lewisburg Historic District in Kentucky and Longworth Hall in Ohio. In accordance with federal regulations, mitigation measures were defined and agreed upon as part of the 2012 EA and FONSI. These two historic properties, and possibly others, will be evaluated to determine whether the use of tolling to fund the project would change or result in additional impacts.

Will local parks or community centers be affected?

Goebel Park and the Queensgate Playground and Ball Fields will be affected. The conversion of property from Goebel Park will be replaced with acreage from an adjacent state-owned property. Furthermore, mitigation funding will be used for the replacement and enhancement of the basketball courts or for other outdoor recreation facilities within Goebel Park. Mitigation funding will also be used to relocate the ball fields, lighting and walking path at the Queensgate Playground and Ball Fields.

How much freight travels through the corridor each year?

The Brent Spence Bridge corridor is a conduit for approximately $417 billion in freight every year.

Will the bridge include a pedestrian and/or bike crossing?

Both Kentucky and Ohio law prohibit pedestrians and bicyclists on freeways unless they are on a facility that is separated from the roadway and shoulders of the freeway and is designed and appropriately marked for pedestrian or bicycle use. See, 603 KAR 5:020 of the Kentucky code and Section 4511.051 of the Ohio Revised Code. Because the bridge is part of the interstate system with a daily estimate of 160,000 cars and trucks traveling 55-65 miles per hour over it, safety for the traveling public and anyone using an adjacent bicycle/pedestrian facility is a priority.

There are numerous other pedestrian crossings of the Ohio River available in the area that better serve the destinations and attractions on both sides of the river; as shown on the map here. These include the Purple People Bridge (pedestrian only), the Taylor Southgate Bridge, the John A. Roebling Bridge, and the Clay Wade Bailey Bridge. All which provide pedestrian friendly crossings of the Ohio River in close proximity to the Brent Spence Bridge. In addition, the John A. Roebling and the Purple People Bridges are included in the City of Cincinnati adopted bike plan.

What will the new bridge be called?

The name of the new bridge has not yet been determined.

How long will a new bridge last?

The new bridge will be designed in accordance with modern codes and practices consistent with current Federal Highway Administration (FHWA) requirements. When it comes to bridges, there are two terms that generally come up that sound similar but have distinctly different meanings.

These terms are a bridge's Service Live and its Design Life:

Service Life: time a bridge is expected to be in operation

Design Life: theoretical period of time for which the structure is designed

FHWA generally does not have an explicit minimum service life that a structure has to obtain. The FHWA Bridge Preservation Guide states, "The theoretical design life of a bridge has been 50 years, but with the evolution of new design guidelines and construction materials the anticipated service life for newly constructed bridges is 75 years or greater."

The existing Brent Spence Bridge is about 50 years old and is structurally sound but is functionally obsolete for lacking sufficient traffic capacity. It is anticipated that the new bridge will structurally perform as good if not better than the old bridge in the decades to come.

What are the economic benefits of the project?

The project will yield $18.9 billion in benefits to commuters, shippers and manufacturers in the 20 years following completion of the project. And an improved corridor, including a new bridge, will enhance regional economic growth by eliminating the major congestion point that has historically been a deterrent to recruiting major companies to the region.